Abstract: Improved cambered vanes are constructed for use within a vaned turbocharger and comprise an inner airfoil surface oriented adjacent a turbine wheel, and an outer airfoil surface oriented opposite the inner airfoil surface. The inner and outer airfoil surfaces define a vane airfoil thickness. A cambered vane leading edge or nose is positioned along a first inner and outer airfoil surface junction, and a vane trailing edge positioned along a second inner and outer surface junction. The vane inner and outer airfoil surfaces, in conjunction with the vane leading edge, are specifically configured to provide a vane camberline, measured between the airfoil surfaces and extending along a length of the vane, that has a gradually curved section and a substantially flat section.

Abstract: A turbocharger turbine housing of this invention comprises a generally circular-shaped body having an exhaust gas inlet flange at a radial housing end and an exhaust gas outlet at an axial end. The inlet flange is configured having openings to two volutes that are separated by a wall divider, thereby forming an X-shaped pattern. The inlet flange is additionally configured having rounded and uniform thickness walls. The volutes are configured having a nonuniform shape and size, and the wall divider is configured having a diminishing area between the volutes, moving through the housing away from the inlet flange. The volutes are configured having a nonuniform shape and size with respect to one another as well moving through the turbine housing. Configured in this manner, turbocharger turbine housings of this invention serve to minimize thermal stress effects caused from transient thermal loading, thereby minimizing and/or eliminating thermal stress relating damage such as cracking.

Abstract: System for controlling an electric assisted turbocharger comprise an electric motor disposed within turbocharger, and an electric motor controller electrically coupled thereto for purposes of controlling the same. A memory is electrically coupled to the electric motor controller and is configured with a condition map that correlates electric motor instructions with engine and turbocharger conditions. The system includes sensors that are electrically coupled to the electric motor controller, and that are configured to sense conditions of at least one of the turbocharger and the internal combustion engine that is coupled thereto. The electric motor controller is configured to control the electric motor based upon the input received from the plurality of sensors as compared to the data contained multi-dimensional condition map.

Abstract: Butterfly valves of this invention generally comprise a flapper element that is rotatably disposed within an annular bore of a valve housing. The valve may be configured to provide an improved degree of gas flow control sensitivity from a closed to a partially opened position through the use of projections that extend radially inwardly from the housing bore, are positioned at diametrically opposed positions within the bore, and that are specifically configured to provide a gradual increase in gas flow across the valve as the flapper is moved from a closed position to a partially opened position. The butterfly valve may be configured having further projections that extend radially inwardly a distance therein, that are positioned at diametrically opposed positions in the bore, and that include faces that are sized and shaped to cooperate with respective opposed surfaces of the flapper to seal off gas flow within the bore when the flapper is placed into a closed position.

Abstract: A turbocharger including center housing with a thermally decoupling flange is provided. The flange, which extends generally radially outward from a body of the center housing, has a connection portion that can be used to mount the center housing to a turbine housing of the turbocharger. A curved portion of the flange is disposed between the connection portion and the housing body and provides a thermal decouple for reducing the thermal gradient in the connection portion. The curved portion can also increase the flexibility of the flange to reduce the stresses therein that result from temperature variations in the center housing.

Abstract: Methods and systems of this invention for positioning a variable geometry member disposed within a variable geometry turbocharger involve determining a boost pressure target for the turbocharger and comparing the same to an actual boost to calculate an error value, errboost.

Abstract: A turbocharger comprises a center housing, and a shaft positioned therein having a first end and a second end. A turbine housing is attached to one side of the center housing and has a turbine wheel disposed therein that is coupled to the first end of the shaft. A first variable geometry member is disposed within the turbine housing between an exhaust gas inlet and the turbine wheel. A compressor housing is attached to another side of the center housing opposite the turbine housing, and includes a compressor impeller disposed therein. The compressor impeller is coupled to the second end of the shaft. A second variable geometry member is disposed within the compressor housing, and is interposed between an air outlet and the compressor impeller. An actuator assembly is disposed within the turbocharger and is connected to both of the variable geometry members to provide simultaneous actuation of the same.

Abstract: Improved vanes of this invention are constructed for use within a variable geometry turbocharger assembly. Each vane comprises an inner airfoil surface oriented adjacent a turbine wheel, and an outer airfoil surface oriented opposite the inner airfoil surface. The inner and outer airfoil surfaces define a vane airfoil thickness. Each vane includes a leading edge positioned along a first inner and outer airfoil surface junction, a trailing edge positioned along a second inner and outer surface junction, a hole disposed within a first axial vane surface substantially parallel to an outer nozzle wall for receiving a respective post therein, and an actuation tab extending from a second axial vane surface opposite from the first vane surface. A key feature of improved vanes of this invention is that they have an airfoil thickness that is greater than 0.16 times a length of the vane as measured between the vane leading and trailing edges.

Abstract: A turbocharger component cooling system employs an ejector using energizing gas from the turbocharger system to draw cooling fluid through a plenum around the component to be cooled into the secondary inlet of the ejector and dumping the combined energizing and cooling gas flows into a low pressure dump. Energizing gas is drawn from the high pressure side of the compressor or turbine flows in the turbocharger and returned to the low pressure side in the same flow.

Abstract: A double sided 360° thrust bearing having oppositely oriented interlocking elements each with an open segment and an elevated segment is assembled over a thrust collar on the shaft interconnecting the turbine wheel and compressor wheel of a turbocharger. Bearing pads on the front surface and rear surface of the mated interlocking elements and on the oppositely oriented elevated segments engage reaction surfaces in a channel on the thrust collar. Lubrication channels in the mating faces of the interlocking elements provide oil to the bearing pads on the front and rear surfaces of the bearing while interconnecting lubrication conduits provide oil to the bearing pads on the elevated segments.

Abstract: A pneumatic actuator canister body employs a press fit cup received over an end portion of the canister to engage mounting studs extending through apertures in the end wall of the body and an end plate internally engaging the end wall. Heads of the studs are constrained between the end plate and a piston plate for the internal actuator spring.

Abstract: Control method for variable geometry turbocharger and related system are disclosed, wherein a boost target for a turbocharger is determined. Next, an error value between target boost and actual boost pressure is calculated and utilized to determine a new vane position. For example, the new vane position can be determined by calculating a needed change in vane position from the equation, &Dgr;&thgr;=kp(err)+kd·d(err)/dt, where &Dgr;&thgr; is the change in vane position, kp is a proportional gain value, kd is a differential gain value, and err is the error value between the boost target and the actual boost. A new vane position for the turbocharger is then determined by summing &Dgr;&thgr; with the previous vane position, and the turbocharger's set of vanes is positioned according to the new vane position. An open loop diagnostic mechanism and a feed-forward mechanism can also be employed to enhance vane positioning.

Abstract: Methods, devices, and/or systems for controlling intake to and/or exhaust from an internal combustion engine. An exemplary method for controlling intake charge pressure to an internal combustion engine includes determining one or more control parameters based at least partially on an intake charge target pressure; and outputting the one or more control parameters to control an electric motor operatively coupled to a compressor capable of boosting intake charge pressure and to control a variable geometry actuator capable of adjusting exhaust flow to a turbine.

Abstract: An apparatus and method for cooling hot fluids, especially exhaust gases, with a multi-pass cooler core. The cooler core is particularly useful for cooling exhaust gases flowing in an exhaust gas recirculation (EGR) system or regime in operative association with an internal combustion engine, such as a diesel engine. Cooled gases are recirculated to the engine input to help reduce noxious exhaust emissions. The invention utilizes unequal areas-in-flow between the first exhaust pass through the core and the second and subsequent passes through the core. The first pass through the core features an area-in-flow comparatively larger than the area-in-flow of the second pass. The difference in areas-in-flow between passes influences gas velocities to reduce fouling, despite changes in exhaust gas temperature between passes through the core.

Abstract: A turbocharger having a bypass port compressor, with a center channel that flows directly into the compressor wheel, and an annular channel which acts as a bypass and provides flow either into or out of the compressor wheel, with an inner deflector having at least a first surface substantially perpendicular to the annular channel and extending radially into the annular channel, and at least a second surface substantially parallel to the annular channel and extending axially along the annular channel, such that line-of-sight transmission of sound from the annular channel is eliminated, and sound waves are instead dampened or canceled, reducing noise emissions from the compressor.

Abstract: A system for controlling the temperature of an electric motor in an electric assisted turbocharger that is coupled to an internal combustion engine has a turbocharger with an electric motor disposed within a motor housing. The motor housing has a motor housing inlet and a motor housing outlet. The turbocharger has a compressor with a compressor inlet and a compressor outlet. The turbocharger also has a turbine. A first cooling hose is coupled to the compressor outlet and coupled to the motor housing inlet. A second cooling hose is coupled to the motor housing outlet and coupled to the compressor inlet.

Abstract: A shaft seal for use with a unison ring actuator crank is disposed within a center or bearing housing of a variable nozzle turbocharger to reduce leakage of hot exhaust gas from an adjacent turbine housing. A seal ring is disposed within the turbine housing backing plate which has two differently sized diameter sections. The seal ring is positioned within a relatively larger diameter opening section and has an inside diameter sized to permit independent rotation around the shaft and an outside diameter sized to cover a relatively smaller diameter opening section. A relieved back surface directed towards the center housing such as a conical back surface that is tapered axially inwardly moving radially from the outside diameter to the inside diameter of the seal ring provides the desired sealing while not adding to the operating friction of the crank.

Abstract: A throttle loss recovery turbine and supercharger device (10) comprises a housing (12) having a movable intake port (36) and a separately movable exhaust port (38). An outer drum is rotatably placed within the housing. An inner drum (24) is rotatably disposed within the housing, and within an inside diameter of the outer drum (18). The inner drum has an axis of rotation (30) eccentric to an axis of rotation of the outer drum, defining a variable volume annular space (26) therebetween. The inner and outer drum are configured to rotate within the housing at a 1:1 ratio with one another, and the intake and exhaust ports are each in air flow communication with some portion of the annular space. A number of vanes (20) are each interposed radially between the inner and outer drums. Each vane is pivotably attached at one end (22) to the outer drum, and is attached at an opposite end to the inner drum. At least one drum is coupled to an engine crankshaft.

Abstract: A turbocharger with variable geometry turbine inlet nozzle employs a rotating unison ring for actuation of multiple vanes. A crank arm engages a slot in the unison ring to convert linear actuator motion into rotation of the unison ring. A crank pin having a rectangular tongue adapted to be received in the slot and a circular body received in an aperture in the crank arm reduces contact stresses between the crank tongue and unison ring slot. The crank pin is retained in the crank arm by the unison ring and center housing flange of the turbocharger.

Abstract: A compressor wheel (10) for a turbocharger having a prestressed hub (16) with an interference fit insert sized to provide the predetermined stress at zero rotational speed. The predetermined prestress then results in a reduced operating stress level during high speed rotation of the wheel, reducing the potential for reaching failure level stresses in operation and increasing wheel life.